Posted 03 March 2018 - 18:14
Nemaju oni nikakvog keca u rukavu i neće biti nikakvog značajnog pojačanja motora verovatno do Monze i Spa. Razlika će biti isti kao u Abu Dabiju, znaci RB sa oko 45s zastatka na kraju trke u odnosu na pobednika.
Neću da bedačim, ali ne očekujte ništa posebno.
mislim da sam citao ovde na forumu najavu pojacavanja motora bas posle melburna.
a i GP austalije je bas specificna trka, moze biti i dosta preko tih 45s cim se zapadne iza nekog sporijeg vozaca.
Posted 03 March 2018 - 19:55
Prvi motor bi trebalo da se vozi sedam trka tako da nema ništa brzo
Posted 04 March 2018 - 03:51
The Formula 1 design trends emerging for the 2018 season
By Jonathan Noble, Giorgio Piola
Published on Saturday March 3rd 2018
Whenever Formula 1 introduces new regulations, the first year throws up some fascinating divergence before design trends emerge - as is happening for 2018.
Teams have had a full season to see what the rest of the pitlane was doing then a winter to implement rivals' best ideas themselves.
A clear winner was the Ferrari idea for the shorter sidepods, which has been copied by Red Bull, Williams, Sauber and of course Ferrari partner Haas.
In a bid to minimise the overall area of the sidepods - which helps with drag and improves the management of airflow around the car - Ferrari had pushed the sidepod start area further back than previous practice, and changed the height of the mandatory upper side impact support structure. That was housed ahead of the sidepod inlet rather than above it as had previously been the fashion.
It was a neat solution with clear aero benefits, and other teams have jumped on the idea - with Sauber among those taking it further still.
Sauber's solution is interesting because it has moved the deformable structure to the highest point allowed in the regulations and made it the cover inlet of its very small sidepods.
To get its sidepods as compact as possible it has divided the inlets too, so one is under the deformable structure with a second inlet on top of the sidepods that is most likely to cool the electronics and intercooler.
Sauber has also pursued the raised front suspension idea pioneered by Mercedes and Toro Rosso, so has taken the best bits of Ferrari and the best bits of Mercedes.
The new Williams FW41 incorporates some key elements from both the Mercedes and Ferrari designs.
It has made its sidepods shorter than everybody else, and even shorter than last year's Ferrari. The sidepods on the FW41 start where the head protection of the driver starts.
Mercedes' solutions are in evidence here too, Williams following the general trend towards the defending champion's long wheelbase.
The new Williams, which is a big step on from last year's car, has also adopted Mercedes' concept for its front wing and endplate - with the two outside opening gills in evidence.
Beneath the nose, Williams has designed its version of the Mercedes cape, which starts a bit further back compared to the original design.
The bargeboard area of the Williams is also reminiscent of the Mercedes W-floor design, with several 'fingers' helping direct airflow.
Back in 2016, now Williams technical chief Paddy Lowe who was then at Mercedes said he was surprised that few people had copied that idea such were the benefits to be had.
It isn't just frontrunners' ideas that have been pursued, with the new front wing concept McLaren introduced from last year's United States Grand Prix proving influential.
Last year McLaren made a big push with its car design and was bullish about a new front wing concept that it introduced from the United States Grand Prix.
The idea of having two slots in the wing's main plane has been adopted by Ferrari, which has - along with Toro Rosso and Renault - also adopted McLaren-style open slots in the front wing pillar, though the number of openings varies between teams.
Mercedes has not copied anyone else, and has instead kept pushing down the path of its own solutions - opting for ever more complex versions of its existing ideas.
One of the best examples of this is the turning vane area, where it is incredibly intricate now.
McLaren's new rear suspension has caught the eye in testing, as the team pushed the boundaries in a bid for aerodynamic advantage.
Ferrari has certainly not backed off with its innovation this year, even if its sidepods are not as extreme as last year as it has opted for a longer wheelbase car.
One of the most interesting points on the car are the 'hollow' mirrors - which allow the airflow to pass inside and through the structure.
The benefit of this will be in helping direct airflow to the cooling areas that go inside the sidepods. Don't rule out this idea appearing elsewhere soon.
Posted 05 March 2018 - 16:13
How teams are circumventing F1's blown wings clampdown
By: Matt Somerfield, Assistant Technical Editor
Co-author: Giorgio Piola, Technical Editor
3 hours ago
Formula 1’s move to ban monkey seats and change the rules regarding exhausts for 2018 was meant to close off potential benefits from blowing wings with exhaust gases.
However, the latest car designs and concepts that emerged in pre-season testing last week have shown that teams have not given up in pushing hard to keep hold of performance gains to be had in this area.
Elements seen on the Renault, McLaren, Mercedes and Williams all appear to show that designers are doing all they can to exploit exhaust blowing, and it could prove to be a fascinating development race between them all in 2018.
New rules
Using exhaust gases to drive aerodynamic performance has been something the FIA has tried to clamp down on hard over the years, but teams have always pushed back because they know there are serious benefits to getting it right.
Although the excesses that we witnessed at the end of the V8 era – when teams were blowing diffusers with ever more complex engine modes – were finally sorted, it is an area that teams have still worked hard on in the turbo hybrid era.
As part of the regulation changes for 2014, which tied into the introduction of the current power units, the FIA specified the use of a single main outlet along the car’s centreline, which has subsequently been joined by two wastegate pipes in order to improve the sound emitted.
Ever focused on improving the aerodynamic profile of the car, designers tried to leverage the exhaust gases being emitted to help drive airflow over the rearward structures.
This was achieved primarily with the monkey seat winglets, as the airflow could be easily directed this way to help improve the performance of the diffuser and rear wing.
But given concerns about a massive spending war in this area, it was agreed some key changes would be made for this year to deter teams from using a new push on exhaust blowing.
The tailpipes exit must now be located 50mm further rearward, while bodywork, such as monkey seat winglets, can no longer be used in the central section of the car at a point more than 20mm forward of the tailpipe.
But while this has closed down one avenue of car design, F1’s first pre-season test has revealed that teams are already working on alternative solutions to help maintain the gains.
Renault's aggressive exhaust
Renault Sport F1 Team RS18 exhaust detail
Photo by: Mark Sutton
Renault has taken perhaps the most aggressive approach, placing the wastegate exhausts directly beneath the main one in a double barrel configuration. It has also angled up the tailpipes to what is the maximum tolerance of 5-degrees to help better direct the exhaust blow.
Renault Sport F1 Team RS18 rear wing detail
Photo by: Mark Sutton
Interestingly, the rear wing’s main plane is devoid of its usual painted finish in order that it doesn’t get burnt by the exhaust. The team was clearly monitoring what was going on in this area too, as it placed several temperature strips here to get some feedback on how hot things were getting.
Renault has also followed a trend that began last season at Mercedes and Ferrari, where a duck bill winglet is placed on the trailing edge of the crash structure in order to try to upwash the airflow.
Monkey seat replacements
Williams FW41 crash structure winglet detail
Photo by: Mark Sutton
Little winglets have found their way onto numerous challengers this season, but Williams has by far the most intriguing. In its case, it’s a mini winglet hung from a small swan-neck support bracket.
Fernando Alonso, McLaren MCL33
Photo by: Sam Bloxham / LAT Images
The monkey seat in its old format of sitting on top of the crash structure may be dead, but teams have not given up on trying to find something to replace it.
McLaren has mounted a very simplistic single-element appendage ahead and above its exhaust, which, like the works team, is also angled upwards.
Mercedes has also pushed some development in this direction, attaching winglets either side of the rear wing support pillar, although its version is furnished with endplates to define the flow too (below).
Mercedes-AMG F1 W09 monkey seat detail
Photo by: Mark Sutton
It will be fascinating to see if there is any pushback from the FIA to stop teams throwing ever more complicated designs in this area, or if the benefits are such that blown wings become one of the key battlegrounds in the 2018 development war.
Posted 06 March 2018 - 04:54
Full second test driver line-ups:
Mercedes: Bottas/Hamilton
Ferrari: Vettel, Raikkonen, Vettel, Raikkonen
Red Bull: Ricciardo, Verstappen, Ricciardo, Verstappen
Force India: Perez, Ocon, Perez, Ocon
Williams: Sirotkin/Stroll, Stroll/Sirotkin, Kubica/Stroll, Kubica/Sirotkin
Renault: Hulkenberg/Sainz, Sainz/Hulkenberg, Hulkenberg/Sainz, Sainz/Hulkenberg
Toro Rosso: Gasly, Hartley, Gasly, Hartley
Haas: Magnussen, Grosjean, Magnussen, Grosjean
McLaren: Vandoorne, Alonso, Vandoorne, Alonso
Sauber: Ericsson, Leclerc, Ericsson, Leclerc
Posted 06 March 2018 - 09:39
pa dokle vise 
Stoffel Vandoorne didn't quite made it bake to the McLaren pit box. The Belgian stopped in pit lane and his mechanics had to push him for the last bit.
Posted 06 March 2018 - 11:00
I Meklaren i Reno celo jutro u garazi. U cetvrtak je to bio Ferstapen. Pomalo zabrinjavajuce.
Posted 06 March 2018 - 11:13
we suffered a power shutdown during Stoff’s last run, meaning we lost data. The team are investigating, but we’ll be back out as soon as we can.
Posted 06 March 2018 - 11:55
Same burn marks on the McLaren?The McLaren MCL33 seems to have had the same black burn marks on the engine cover in one of their earlier runs today as they had last week. Last week they said it was because of a broken exhaust clip, but now the burn marks have returned. Are there bigger problems at McLaren? The British outfit has battery issues at the moment.
Posted 06 March 2018 - 13:42
Same burn marks on the McLaren?The McLaren MCL33 seems to have had the same black burn marks on the engine cover in one of their earlier runs today as they had last week. Last week they said it was because of a broken exhaust clip, but now the burn marks have returned. Are there bigger problems at McLaren? The British outfit has battery issues at the moment.
Koriste isti poklopac motora koji je onomad nagoreo, videli su se tragovi gorenja vec prilikom prvog izlaska iz boksa. Ali takodje vide se i nove rupe za hladjenje urezane na njemu. Ocigledno postoji problem sa hladjenjem i tim pokusava da ih resi "partizanski", improvizacijama.
Ovi danasnji gremlini su navodno elektronika. Sad vec pocinje da me brine...
Posted 06 March 2018 - 15:16
Nije loše, 100 krugova i najbolje vreme...
